Stock-car



4 Sheets-Sheet 1.

' (No. Model.) I p F G.D.BURTON.

' STOCK GAR.

No. 427,968 Patented May 13.1890.

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(No Model.) 4 SheetsSheet 2.

G. D. BURTON.

STOCK GAR.

No. 427,968. Patented May 13. 1890.

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(No Model.) 4 Sheets-Sheet 3. G. D. BURTON.

STOCK OAR.

No. 427,968. Patented Maj13, 1890. e

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(No Model.) 4 Sheets-Sheet 4.

G. D. BURTON.

STOCK GAR.

No. 427,968. Patented May 13, 1890.

UNITED STATES PATENT OFFICE.

GEORGE D. BURTON, OF BOSTON, MASSACHUSETTS.

STOCK-CAR.

SPECIFICATION forming part of Letters Patent No. 427,968, dated May 13,1890.

Application filed June 23, 1888. Serial No. 277,965. (No model.)

To all whom, it may concern.-

Be it known that I, GEORGE D. BURTON, a citizen of the United States,residing at Boston, in the county of Suffolk and State of Massachusetts,have invented certain new and useful Improvements in Stock'Oars, ofwhich the following is a specification, reference be ing had to theaccompanying drawings.

My invention relates to improvements in railway-cars for thetransportation of live stock, and has for its general object to providea car of this class with improvements and appurtenances necessary forinsuring the comfort and preservation of the animals while in transit.

\Vith this object in view my invention consists in .the improvedconstruction, arrangement, and combination of parts hereinafter fullydescribed, and afterward specifically pointed out in the claims.

Referring now to the accompanying drawin gs, Figure 1 is a verticaltransverse section on the line a: 00 of Fig. 2, looking in the directionof the arrow in said latter figure and showing my invention complete;Fig. 2, a longitudinal vertical section taken on the line y y of Fig.1,1ooking in the direction of the arrow in said latter figure andshowing the portion of the side of the car adjacent to one end thereof,the remaining portion of the car being broken away for the sake ofspace. Fig. 3 is a detailed fragmentary view showing thepivotally-mounted feed-trough in full lines, the immediately adjacentsides of the car and the dumped or inverted position of the feedtroughin dotted lines. Figs. 4c and 5 are views substantially similar to Fig.1, and showing, respectively, two modifications of the trough-dumpingmechanism.

Like letters of reference indicate like or corresponding parts in theseveral views of the drawings.

Referring to the drawings by letters, A represents the end of the car,which is closely boarded up, as usual, in the manner of a boxcar; B, thelower door, and G the upper door, both covering openings in the end Aand arranged in different horizontal planes.

Through the door B maybe introduced heavy freight-such asrailroadiron-and lumber may be inserted through the upper door 0,

both doors B and C being of any well-known or approved construction andof the required dimensions to accommodate the character of freightinserted therethrough. As will be seen by inspection of Figs. 1 and 2,there is a supplemental lining D arranged parallel with the end boardingA and extending up vertically to a distance approximately half theheight of the car, as shown clearly in the aforesaid figures. Thislining D is provided for the purpose of insuring strength and rigidityto the ends of the carbody and offering a smooth wall adjacent to theanimal or animals in the extreme ends of the car, and

has an opening E coincident with and of the same dimensions as theopening F covered by the door B. Inasmuch as the liningD extends buthalfway of the height of the car, the door C communicates directly withthe interior space of the car. The respective lining A and D, whichconstitute the end frame-work of the car-body, are separated and heldfrom each other by the posts G, as shown in Fig. 2.

H is a grated portion extending around the lower part of the car nearthe floor-line for the admission of air.

I I are feed-troughs pivotally mounted upon longitudinal journals orshafts a, which latter are secured in suitable bearings in longitudinalopenings in the side of the car, said openings existing between stoutlongitudinalbinding-timbers J J on each'side of the car and separatedsufficiently to form the aforesaid opening at asufficient height abovethe floorline to receive the feed-troughs and to permit a rocking motionof the latter therein. 1) designates the open space referred toextending longitudinally from each end of the car and on each sidethereof to the central door. (Not shown.) The timbers J J are separateda sufficient distance to permit the free rocking movement of the troughwithin the opening 1), and at the same time allowing food to beintroduced from the exterior of the car through the opening 1) into thefeed-troughs I.

K designates a guard-rail, which is of the required size to resist allordinary pressure fronL within and extends on each side of the car nearand parallel with the inner edge of the troughs when the latter are intheir hori- IOC zontal position, and c indicates a deflector, desirablymade of galvanized iron and ex tending downwardly from the guard-rail K,then obliquely outward through the lower portion of the opening 1) belowthe troughs I, whereby when said troughs are inverted inwardly theirdumped contents will strike against and be deflected by the saiddeflector c c downward and outward, the mouth of this chute being belowthe timber J, as shown in Fig. 1. Each timber .I is located as near tothe troughsI as will permit the latter to turn freely upon their axesand is cut away at (Z on its inner edgein order to give more space forthe heads of the animals when they desire to gain access to the troughsfor the purpose of drinking or feeding. By this construction the troughsare free to dump inwardly, in the manner shown in dotted lines in Fig.5.

L L designate folding hay-racks, which are pivotally mounted at theirlower ends upon the inner projecting top surface of the timbersJ J,which latter form a rigid support for said hay-racks and allow the sameto be brought down in close proximity to the feedtroughs I I, so thatthe animals can readily reach up and pull therefrom the contents.

M represents awater tank or reservoir conveniently located beneath therunning-board on top of the car, securely supported in its overheadposition by means of the bracket 0, bolted at each end to the rafters ofthe carroof, as shown at ff in Fig. 1. The troughs I I are supplied withwater from the watertank M by means of the supply-pipes N, which may beof any approved construction or arrangement.

As will be noticed by reference to Fig. l, the supply-pipe N, designedto carry the water to the feed -troughs I, terminates slightly above thecurved recessed portion (I of the timbers .I, so that no obstructionwill be present which would hinder the introduction of the heads of theanimals in the feed-troughs.

As will be understood by those skilled in this 'art, there are twoindependently-moving feed-troughs on each side of the car for the reasonthat there is a central door in each side of the car which prevents acontinuous feedtrough extending farther along the side of the car fromend to end.

The journals or shafts of the feed-troughs I I are provided with pitmeng g rigidly secured to one end of said journal adjacent to the endlining D of the car, as shown in Fig. 2 of the drawings.

h is a link-rod connecting pitman g with the operating-lever O, whichextends up ver tically through a perforation '11 in the roof of the carout beyond the plane of said roof, within reach of the brakeman whopasses over the running-board. j another linkrod connecting theoperating-lever O with the crank-arm, g on the other side of the car.Thus by grasping and moving the lever two troughs I I on opposite sidesof the car are simultaneously dumped to the position shown in dottedlines in Fig. 3.

It will be understood that a troughalumpin g mechanism is placed at theother end of the car, so that the two troughs on the other side of thecentral doors may be moved in the same manner as those just described.

I have shown in. Figs. 4 and 5 various equivalent, but slightlydifferent, arrangements whereby the same end may be accomplished bymechanism which I regard as me chanical equivalents of that shown inFigs. 1 and 2. In Fig. 4 is shown a slightly different construction, inwhich a bifurcated operating-lever O is pivotally mounted on a suit ablestud at the end portion of the car and has its arms or prongs 7c 7;,respectively, connected with the crank-arl'ns g g by the linkrods ll,which correspond with links hj in Fig.1, and are loosely hinged at bothextremities to their respective connections. Thus by moving the lever 0(shown in Fig. 4-) the troughs I I may be inwardly dumped to theposition shown in dotted lines, Fig. Again, in Fig. 5 is shown anothersomewhat different trougl1-du1n1 )ing mechanism, con sisting of ahand-lever O, fulcrumed at m and loosely connected at its lowerextremity to one end of the link 11, which in turn is loosely jointed atits other end to the upper arm of the lever o, fulcrumedatp and. hingedat each end to a link-rod q, which connects one end of the lever 0 withthe crank-arms gg. 13y moving lever O motion is eommunicated to thelever through the intermediate link 02, and the rocking of lever 0 aboutits pivot- 1) simultaneously actuates both linkrods 1 (1, an dconsequentlydumpsboth troughs I I at the same time.

\Vhen the trough is inverted into the position shown in dotted lines inFig. 3, the hind.- ing-timbcr J serves as a lii'niting-stop to thefurther descent of the trough.

IIaving described my invention, what I claim, and desire to secure byLetters Patent, 1s-

1. In combination, a feed-trough, a pivot rod upon which it is mountedextending be yond its end and having suitable bearings secured to thebody of the car, a crank-arm secured to each pivot-rod, a lever pivotedto the end of the car, links connecting it with said crank-arms, ahandle extending above thereof of the car, and a link connecting saidhandle with the pivoted lever, as set forth.

2. In combination, a feed-trough in each side of a car, a pivot-rod foreach trough extending beyond its end and having suitable bearingssecured to the body of the car, a crank-arm secured to each pivot-rod, alever pivoted to the end of the car, links connecti ng it with saidcrank-arms, a handle extendin above the roof of the car, and a linkconnectin said handle with the pivoted lever, as set forth.

3. In combination, a feed-trough in each side of a car, a pivot-rod foreach trough exper end above the car, and a link connecting 1o tendingbeyond its end and having suitable said handle-lever with the firstpivoted lever, bearings secured to the body of the car, a as set forth.

crank-arm secured to each pivot-rod, the one In testimony whereof Iaffixmy signature in extending downward and the other upward presence of twowitnesses.

from its pivot-rod, a lever pivoted to the end GEO. D. BURTON. of a car,a link connecting each of its ends Witnesses: with one of saidcrank-arms, a handle-lever I F. R. HARDING,

pivoted to the end of the car having its up- NV. H. NASH.

